Automatic railway-switch.



PATEN'IED SEPT. I9, 1905.

I. R. S. DITMARS.

AU'IUIVIAIIG RAILWAY SWITCH.

APPLICATION FILED MAB..18, 1905.

2 SHEETS-SHEET l.

oww.

No. 799,894. PATBNTBD SEPT. 19, 1905.

. I'. R. S. IJITMARS.

AUTOMATIC RAILWAY SWITCH.

APPLICATION FILED MA1?..18, 1905.

2 SHEETS-SHEET 2.

UNITEDA STATES FREDERICK R. S. DITMARS,

lPATENT OFFICE.

OF GALVESTON, TEXAS. ASSIGNOR OF ONE- Specification of Letters Patent.

Patented Sept. 19, 1905.

Application filed March 18,1905. Serial N0. 250.838.

T0 a/ZZ whom it may concern,.-

Be it known that I, FREDERICK R. S. DIT- MARs, a citizen of the United States, residing at Galveston, in the county of Galveston and State of Texas, have invented certain new and useful Improvements in Automatic Railway- Switches, of which the following is a specification.

The object of this invention is to provide novel operating y mechanism for railwayswitches, and in the practical embodiment thereof it is designed to secure an automatic switch of this type adapted to be operated by means carried by the rolling-stock traveling over the rails.

The invention resides, essentially, in the jpeculiar means utilized for securing automatic operation of the switch, Which insures absolute safety to an extent greater than that attained by any of the various mechanisms at present in use.

For a full description of the invention and the merits thereofl and also to acquire aknowledge of the details of construction of the means for effecting the result reference is tobe had to the following description and accompanying drawings.

While the invention may be adapted to different forms and conditions by changes in the structure and minor details without departing from the spirit or essential features thereof, Ystill the preferred embodiment is shown in the accompanying drawings, in which- Figure 1 is a perspective view showing the embodiment of the invention as when applied. Fig. 2 is a top yplan view. Fig. 3 is a transverse sectional view taken about on the line X X of Fig. 2. Fig. 4 is a view showing more clearly the structure of the hook-bars forming a part of the operating v mechanism." Fig..5 is a sectional view in outline of a car having the preferred trip mechanism for operating the switch from the rolling-stock.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

Referring to the drawings, the numerals 1 indicate the main rails of the track, and the numerals 2 the switch-rails. The sw itch-points are indicated at 3 and are connected, as is customary, by the usual switch-bar 4. The

switch is normally held closed by weight means, a bell-crank lever' being pivoted to one side of the track adjacent to the bar 4 and having one arm connected with said switch-bar, as shown at 6, the other arm of the lever carrying a weight 7. The switchbar 4 is directly actuated by a T-lever 8,

which is pivoted at 9 to one of the cross-ties of the road-bed. A pivot-stud 10 projects upwardly from the switch-bar 4 adjacent an end of the latter, and the arm 8 of the member 8 is connected with the stud 10, so that pivotal movement of the T-lever Will effect longitudinal movement of the bar 4 in opening or closing the switch.

Adjacent the switch-point 3 of the main rail 1 at one side of the nearer switch-rail is located a pressure-rail 11, having pivotal connection at its ends with links 12, pivoted between their ends to the said switch-rail. The pressure-rail 11 is normally in operative position, projecting its entire length a short distance above the level of the adjacent switch-rail 2, the said rail 11 having pivotal connection with the links 12 above the pointsof pivotal support of the latter. A rod 13 connects the links 12 below the pivots 14 thereof to cause simultaneous movement of the links under actuation of the pressure-bar 11. The link 12, remote from the switch-point 3,. is longer than the other link 12 and is connected at its lowerextremity to the arm 81 of the T-lever 8 by means of a connecting-rod l5. The connecting-rod 15 is adapted to effect raising and lowering movement of the pressure-rail 11 when the T-lever 8 is actuated. The pressurerail 11 is located upon one side of the T-lever 8 and upon the other side some distance from said lever is mounted a second pressure-rail 16, carried by links 17, similar to the links 12. In fact, the mounting of the pressure-rail 16 is substantially the same as that of the rail 11. The link 17, remote from the switch-points, is also longer than its cooperating link, being connected by a rod 18 with the arm 8C of the T-lever 8. The links 17 are also connected by means of a rod 19., performing the same function as the rod 13, beforedescribed. The rod 18 is not directly connected with the arm 8C, having a loose connection with a second rod 20, which is directly connected with the T- lever.

The peculiar connection between the rods 18 and 2O forms an important feature of this -IOO invention from the standpoint of its operation, and said connection is afforded by the use of a hook-bar 21, secured at one end to the rod 20, and a second hook-bar 22, attached to the rod 18. The hook-bar 21 is provided with a single hook 21a. The bar 22, however, has two hooks 22 and 221. Under actual conditions of service the hooks 22L and 22" are adapted to independently engage the hook 21L in the operation of the invention, and for the purpose of automatically actuating the hooks to separate the same a disengaging device of special form is utilized. The disengaging device consists of a U-shaped bar comprising the spaced members 23 and the connecting member 24, upon which is mounted a roller 25.

In contradistinction to the position of the pressure-rail 11 the rail 16 is normally out of operative position, with the upper side thereof approximately level with the surface of the adjacent main rail 1, and the rail 16 is connected at one end with a trip-lever 26, pivoted at a point between its ends, as shown at 27, to spaced standards 28,- located adjacent and preferably carried by one of the cross-ties of the road-bed. A rod 29 connects the rail 16 with the lower portion of the trip-lever 26. Curved brace-bars 30, arranged in spaced relation and secured to cross-ties of the roadbed, reinforce the standards 28 and afford guides for thebar 26 in its movement. The

upper extremity of the bar 26 is preferably curved somewhat, so as to facilitate engagement therewith of the switch-throwing device, which is carried by the rolling-stock for actuating the switch.

The switch-throwing device in one embodiment may consist of a bell-crank lever 31, one

arm of which (indicated at 31) is designed to perform the function of an engaging bar and adapted to be projected from one side of the car 32, so as to strike the trip-lever 28 as the car moves along the track. The other arm 31b of the lever 3l is weighted, so as to'hold the lever with the arm 31u either in or out of operative position with respect to the trip-lever 28 of the switch-operating mechanism. The weight of the arm 31b is designated 33 and will positively hold the arm 31 projected from the car in such a manner that the upper extremity of the lever 28 will be in its path of movement.

Describing the operation of the invention, a train approaching the switch from the siding about t take the main line will first actuate the pressure-rail 11 as soon as the wheels come into contact with the same, forcing said pressure-rail downwardly and pulling upon the rod 15. parted to the T-lever 8, and the switch-bar 4 will throw the switch-points 3 open, permitting the train to take the main track in the customary way. When the T-lever 8 is actuated as above, the weight 7 of the bell-crank lever connected with the switchbar 4- is Pivotal movement will be imraised and the rod 2O is movedV longitudinally, effecting similar movement of the hookbar 21 with relation to the hook-bar 22. rl`he movement of the hook-bar 21, as above described, does not effect any actuation of the part 22, affording merely a slip or loose action necessary in order to prevent actuation of the pressure-rail 16 and various parts connected therewith. As soon as the train has passed the switch the weight 7 restores the switch-bar i to its original position, with the switch normally closed. A train approaching the switch from the side upon which the trip-lever 26 is located will take the siding if the switch-throwing mechanism of the train is operated to cause the member 31 of said mechanism to engage the lever 26, in which instance said lever when struck will move pivotally and raise the pressure-rail 16 above the adjacent main rail. The initial movement of the pressure-rail 16 effects longitudinal movement of the rod 18 and causes the hook 22a to engage with the hook 21, whereupon as soon as the wheels of the rollingstock come into contact with the now-raised pressure-rail 16 said rail may be depressed and will effect a pulling action upon the rod 18 to impart similar movement to the rod 2O in view of the relation of the hooks 22a and 2l, which have just been engaged. Movement of the rod 2O will tilt or effect pivotal movement of the T-lever 8 and throw the switch open, so that the train will take the siding. The movement of the T-lever 8 not only actuates the switch-bar 4, but also the pressurerail 11 through the connection 15. Before the last car of the train passes over the pressure-rail 16 the wheels of the first car of the train will have come into contact with the lowered pressure-rail 11, so that the switchbar, an operating device adapted for actuation by the rolling-stock, a normally inoperative connection between said operating device and the switch-bar, and means adapted for operation by the rolling-stock for establishing op-- erativeness of the connection aforesaid.

2. In a switch, the combination of a switchbar, a pressure-rail normally in inoperative position, a normally inoperative connection between the pressure-rail and the switch-bar, and means for actuating the pressure-rail to throwv the same into operative position and establish operativeness of its connection with the switch-bar.

3. ln a switch, the combination of a switchbar, a pressure-rail normally in inoperative position, a normally inoperative connection between the pressure-rail and the switch-bar, and means operable by the rolling-stock for simultaneously actuating the pressure-rail to throw the same into operative position and establish operativeness of its connection with the switch-bar whereby when said pressurerail is actuated by the rolling-stock the then operative connection thereof with the switchbar will actuate the latter.

4. In an automatic switch, the combination of aswitch-bar, pressure-rails at opposite sides of the switch, one of said rails having normal operative connection with the bar, the other having normal inoperative connection with said bar, the inoperative connection aforesaid admitting of operation of the switch by the normally operatively-connected rail without actuation of the other rail.

5. In a switch, the combination of a switchbar, an actuating-lever for the switch-bar, pressure-rails, connections between the pressurerails and the actuating-lever, complemental engaging members in the length of one of said connections, and means operably connected with the adjacent pressure-rail for varying the relative positions of the said engaging members.

6. In an automatic switch, the combination of the switch-points, aswitch-bar, spaced pressure-rails, connections between the pressurerailsand the switch-bar, complemental hook members in .the length of one of said connections, and atrip-leveroperably connected with one of the pressure-rails for varying the positions of the complemental hook members.

7. In a switch, the combination of switchpoints, aswitchbar,spaced pressurerails,con nections between the pressure-rails and the switch-bar, complemental hook members in the length of one of said connections, said hook members being normally out of operative position, and means for throwing the hook members into operative position.

8. In a switch, the combination of the switch-points, a switch-bar, spaced pressurerails, connections between the pressure-rails and the switch-bar, complemental hook members in the length ot' one of said connections, said hook members being normally out of operative position, and means operable by a pressure-rail for throwing the hook members into operative position.

9. In a switch, the combination of the switch-points, a switch-bar, spaced pressurerails, connections between the pressure-rails and the switch-bar, complemental hook members in the length of one of said connections, said hook members being normally out of operative position, means for throwing the hook members into operative position, and means for restoring the hook members to their normal inoperative position.

10. In an automatic switch, the combination of the switch-points, a switch-bar, a pressurerail, a connection between the pressure-rail and the switch-bar including complemental hook members, and means for varying the relative positions of the hook members to throw the same into and out of operative positions.

1l. In an automatic switch, the combination of the switch-points, a switch-bar, a pressurerail, a connection between the pressure-rail and the switch-bar, including complemental hook members, and a trip-lever operably connected with the pressure-rail for throwing the hook members into and out of operative positions.

12. In an automatic switch, the combination of switch-points, a switch-bar, a pressure-rail normally in inoperative position, a connection between the pressure-rail and switch-bar including complemental hook members, and means connected with the pressure-rail for simultaneously throwing thesame into operative position and Varyi ng the positions of the complemental hook members.

13. In an automatic switch, the combination of switch-points, a switch-bar, a pressure-rail normally in inoperative position, a connection between the pressure-rail and switch-bar including complemental hook members, means connected with the pressure-rail for simultaneously throwing the same into operative position and varying the positions of the complemental hook members, and a disengaging device for the complemental hook members.

In testimony whereofl IaiiX my signature in presence of two witnesses.

FREDERICK R. s. DITMARS. [n s] Witnesses:

CHARLES F. S. ARTZ, PAUL DE BRUHL. 

